CN101341056B - Vehicular brake system - Google Patents
Vehicular brake system Download PDFInfo
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- CN101341056B CN101341056B CN2007800007884A CN200780000788A CN101341056B CN 101341056 B CN101341056 B CN 101341056B CN 2007800007884 A CN2007800007884 A CN 2007800007884A CN 200780000788 A CN200780000788 A CN 200780000788A CN 101341056 B CN101341056 B CN 101341056B
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- 230000001105 regulatory effect Effects 0.000 description 12
- 230000003042 antagnostic effect Effects 0.000 description 9
- 238000013507 mapping Methods 0.000 description 9
- PECYZEOJVXMISF-REOHCLBHSA-N 3-amino-L-alanine Chemical compound [NH3+]C[C@H](N)C([O-])=O PECYZEOJVXMISF-REOHCLBHSA-N 0.000 description 8
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- 230000006835 compression Effects 0.000 description 4
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- 238000000034 method Methods 0.000 description 4
- 239000011148 porous material Substances 0.000 description 4
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- 230000001276 controlling effect Effects 0.000 description 2
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- 230000008569 process Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
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- 238000007789 sealing Methods 0.000 description 1
- 239000012089 stop solution Substances 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
- B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
- B60T8/3655—Continuously controlled electromagnetic valves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/328—Systems sharing components with other fluid systems onboard the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electromagnetism (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
First hydraulic-pressure supply piping (38) extended from an accumulator (37) is connected to a first supply port (that is, to a second pressure chamber (R2)) of a cylinder (11), and to second hydraulic-pressure delivery piping (63) of an ABS (59) via third hydraulic-pressure supply piping (80) having a third linear valve (81). When the braking hydraulic pressure Pf is reduced in the ABS (59), the degree and the period of time that the third linear valve (81) is opened are set according to the amount of fluid discharged from the second hydraulic-pressure delivery piping (63) to a reservoir tank (35) through a pressure-reducing valve (78, 79) so that a certain amount of fluid is returned from the first hydraulic-pressure supply piping (38) to the second hydraulic-pressure delivery piping (63) via the third hydraulic-pressure supply piping (80).
Description
Technical field
The present invention relates to a kind of motor vehicle braking system, it comes electron steering to be applied to braking force on the vehicle according to the brake operating amount.
Background technology
Electron steering braking force in electronically controlled motor vehicle braking system.Particularly, come electron steering to supply to wheel cylinder according to the operational ton that brake pedal applied to drive the hydraulic pressure of brake system.Such brake system has for example been described in Japanese Patent Application No.2004-243983.For the vehicle braking control system described in Japanese Patent Application No.2004-243983, when navigating mate operation brake pedal, master cylinder produces and the cooresponding hydraulic pressure of operational ton, and the part flow of hydraulic fluid is gone into the stroke simulator, thus the operational ton of adjusting and the corresponding brake pedal of brake pedal downforce.Simultaneously, braking ECU sets the speed of a motor vehicle reduction of expectation according to detected pedal stroke, judges the distribution of the braking force to wheel to be applied then and supplies with certain hydraulic pressure to wheel cylinder.
For above-mentioned conventional truck braking control system, generation is provided with stroke simulator with the master cylinder of the cooresponding hydraulic pressure of operational ton of brake pedal, the part hydraulic fluid flows in the trip simulator, and therefore the trip simulator has regulated the operational ton of brake pedal.In addition, be used for the pressing mechanism that the hydraulic fluid that supplies to four system wheel cylinders pressurizes is arranged on each system, wherein the master cylinder shut off valve places between master cylinder and the pressing mechanism.Therefore, hydraulic efficiency pressure system is complicated, and it can make manufacturing expense higher.
Summary of the invention
The invention provides a kind of motor vehicle braking system, it can simplified structure, reduce manufacturing expense, but still can also very accurately control to guarantee suitable braking force braking force.
Comprise according to motor vehicle braking system of the present invention: hydraulic actuating cylinder; Input piston, it is supported in the described hydraulic actuating cylinder in the mode that can axially move freely; Operating unit, it is connected to described input piston; Pressurizing piston, itself and described input piston are provided with coaxially and are supported in the described hydraulic actuating cylinder in the mode that can axially move freely, and wherein said pressurizing piston can be promoted by described input piston; The modulated pressure setting device, it is used to set and the corresponding modulated pressure of operational ton that puts on described input piston by described operating unit; Hydraulic supply unit, it is used for producing brake fluid pressure by supplying to described pressurizing piston by the modulated pressure that described modulated pressure setting device is set; Pressure-regulating device, it can regulate the brake fluid pressure that is used for each wheel, and wherein said brake fluid pressure is produced by described hydraulic supply unit; And hydraulic power source, it is connected to described hydraulic supply unit and described pressure-regulating device.
Can be provided with the operating effort absorption plant according to motor vehicle braking system of the present invention, described operating effort absorption plant is used to absorb the operating effort that puts on described input piston by described operating unit.
Be characterised in that according to motor vehicle braking system of the present invention: described hydraulic supply unit supplies to described modulated pressure along the moving direction of described input piston and is arranged on first pressure chamber of described input piston one side or is arranged on second pressure chamber of described input piston opposite side, and described operating effort absorption plant has the communication paths that is arranged at described input piston, by this communication paths, can between described first pressure chamber and described second pressure chamber, supply with and/or release of hydraulic fluid.
Be characterised in that according to motor vehicle braking system of the present invention described pressure-regulating device comprises: the holding valve and the reducing valve that are used for each wheel; And be arranged on flow-controlling gate between described hydraulic power source and the described pressure-regulating device, and the aperture of described flow-controlling gate and open duration according to setting via described reducing valve fluid discharged amount.
According in the motor vehicle braking system of the present invention, described pressure-regulating device is based on hydraulic pressure for the treatment of the fluid discharged amount and being supplied with by described hydraulic power source and aperture by the described flow-controlling gate of pressure differential resetting between the described brake fluid pressure of described hydraulic supply unit generation.
In foundation motor vehicle braking system of the present invention, described pressure-regulating device is set the Returning fluid amount, described Returning fluid amount is more than via described reducing valve fluid discharged amount, and described pressure-regulating device is set the aperture of described flow-controlling gate and opened duration according to described Returning fluid amount.
Be characterised in that according to motor vehicle braking system of the present invention: described pressure-regulating device judges by more described modulated pressure and described brake fluid pressure whether described pressurizing piston is touched at the end, if and determine and touch at the end, then the aperture with described flow-controlling gate is set at predetermined expectation aperture.
Be characterised in that according to motor vehicle braking system of the present invention: the expectation aperture of described flow-controlling gate is corresponding to the expectation value of the brake fluid pressure of described pressurizing piston side, and described expectation aperture be made as less than with the corresponding aperture of expectation value of the modulated pressure of described input piston side.
Be characterised in that according to motor vehicle braking system of the present invention: described pressure-regulating device has and is used to detect the initial position detecting device whether described pressurizing piston is positioned at initial position, and when described initial position detecting device detects described pressurizing piston when being in initial position, described pressure-regulating device is closed described flow-controlling gate.
In foundation motor vehicle braking system of the present invention, described pressure-regulating device can be closed described flow-controlling gate when brake fluid pressure descends.
Be characterised in that according to motor vehicle braking system of the present invention: when the rate of change of described modulated pressure surpassed predetermined value, described pressure-regulating device was opened described flow-controlling gate.
In foundation motor vehicle braking system of the present invention, input piston and pressurizing piston are provided with and axially supporting in the mode that can move freely along hydraulic actuating cylinder coaxially.Motor vehicle braking system comprises: the modulated pressure setting device, and it is used to set and the corresponding modulated pressure of operational ton that puts on input piston by operating unit; Hydraulic supply unit, it is used for producing brake fluid pressure by modulated pressure is supplied to pressurizing piston; And pressure-regulating device, it can regulate the brake fluid pressure that is used for each wheel, and wherein said brake fluid pressure is produced by hydraulic supply unit; And hydraulic power source, it is connected to hydraulic supply unit and pressure-regulating device.Therefore, in case set and the corresponding modulated pressure of operational ton that puts on input piston by operating unit, then hydraulic power source is applied to pressurizing piston with modulated pressure, this has caused the generation of brake fluid pressure, thereby can regulate the brake fluid pressure that is used for each wheel independently by the hydraulic pressure that supplies to pressure-regulating device from hydraulic power source.Thereby, can be by using same hydraulic power source to come simplified structure and reducing manufacturing expense.In addition, can also guarantee that suitable braking force is to carry out the control of pinpoint accuracy to braking force.
Description of drawings
By description related to the preferred embodiment in conjunction with the accompanying drawings hereinafter, above-mentioned and/or other purpose of the present invention, feature and advantage will become more obvious, and in the accompanying drawings, similarly Reference numeral is used in reference to for similar elements, wherein:
The schematic configuration of Fig. 1 illustrates the motor vehicle braking system according to first embodiment of the invention;
The chart of Fig. 2 is illustrated in the motor vehicle braking system of first embodiment desired output hydraulic pressure corresponding to pedal stroke;
The diagram of circuit of Fig. 3 illustrates the brake-power control of being carried out by the motor vehicle braking system of first embodiment;
The diagram of circuit of Fig. 4 illustrates the Returning fluid amount of the treating control of being carried out by the motor vehicle braking system of first embodiment;
The diagram of circuit of Fig. 5 illustrates the process that the discharge stream scale of construction is treated in estimation;
The chart of Fig. 6 is used to estimate pressure of wheel braking cylinder;
The chart of Fig. 7 is used for estimation and treats the discharge stream scale of construction;
The chart of Fig. 8 is used to set the aperture of trilinear valve;
The chart of Fig. 9 is used to set the linear valve electric current of waiting to supply to the trilinear valve;
The diagram of circuit of Figure 10 illustrates the Returning fluid amount of the treating control of being carried out by the motor vehicle braking system of foundation second embodiment of the invention;
The chart of Figure 11 is used for judging according to the operational ton of brake pedal the driving of trilinear valve; And
The chart of Figure 12 is used for judging according to the retardation of brake fluid pressure the driving of trilinear valve.
The specific embodiment
To describe the embodiment of foundation motor vehicle braking system of the present invention referring to accompanying drawing in detail now.Should be appreciated that the present invention is not limited to these embodiments.
(first embodiment)
As shown in Figure 1, in the motor vehicle braking system of first embodiment, hydraulic actuating cylinder 11 has drum, its close end opening and distal portion sealing.Input piston 12 and pressurizing piston 13 are arranged in the hydraulic actuating cylinder 11 coaxially, and support in the mode that can move freely along axis direction.The close end that is arranged on the input piston 12 of hydraulic actuating cylinder 11 close ends one side is connected to the control lever 15 of the brake pedal 14 of being arranged to operating unit.Thereby when operation brake pedal 14, input piston 12 moves via control lever 15.The outer peripheral face of the terminal part of input piston 12 is supported in the mode that can move freely by the inside face of the minor diameter 16a of load-carrying element 16, by load-carrying element 16 being pressed into or being screwed in the hydraulic actuating cylinder 11 load-carrying element 16 is fixed in hydraulic actuating cylinder 11, and the disc-shaped flange portion 17 of input piston 12 is supported in the mode that can move freely by the inside face of the large-diameter portion 16b of load-carrying element 16.The stroke of restriction input piston 12 makes flange part 17 can contact the end face of minor diameter 16a of load-carrying element 16 and the end face of contact load-carrying element 18, wherein by load-carrying element 18 being pressed into or being screwed in the hydraulic actuating cylinder 11 load-carrying element 18 is fixed in hydraulic actuating cylinder 11.By the spring forced to move 19 of the in tension between the flange part 15a that is arranged on load-carrying element 18 and control lever 15, input piston 12 is supported on the position of flange part 17 against load-carrying element 18 with the state that is urged.
The pressurizing piston 13 that is arranged on hydraulic actuating cylinder 11 close ends one side has the cross-sectional plane of U-shaped, and the outer peripheral face of pressurizing piston 13 is supported in the mode that can move freely by the inside face of hydraulic actuating cylinder 11.For pressurizing piston 13, limit its stroke and make longitudinal terminal surface can contact hydraulic actuating cylinder 11 and load-carrying element 16.Simultaneously, by being arranged on the spring forced to move 20 of the in tension between pressurizing piston 13 and the hydraulic actuating cylinder 11, pressurizing piston 13 is supported on the position of pressurizing piston 13 against load-carrying element 16 with the state that is urged.Thereby input piston 12 and pressurizing piston 13 separate predetermined interval or stroke S
0Thereby,, as brake pedal 14 operation and the input piston 12 predetermined stroke S that advances
0The time, input piston 12 contacts pressurizing piston 13 and can promote pressurizing piston 13.
When input piston 12 and pressurizing piston 13 are arranged in the hydraulic actuating cylinder 11 in the mode that can move freely in this way coaxially, a side at input piston 12 with respect to its moving direction, promptly between input piston 12 and pressurizing piston 13, form first R1 of pressure chamber, and at the opposite side with respect to moving direction of input piston 12, promptly between the flange part 17 and load-carrying element 18 of input piston 12, form second R2 of pressure chamber.In addition, between hydraulic actuating cylinder 11 and pressurizing piston 13, form the 3rd R3 of pressure chamber.In addition, between the flange part 17 of load-carrying element 16 and input piston 12, form reaction-force chamber R4.First and second R1 of pressure chamber and R2 can communicate with each other by L shaped communication paths 21, and this communication paths 21 is set to be formed on the operating effort absorption plant in the input piston 12.
Regulating control 22 is placed in the pressurizing piston 13.Particularly, hollow housing 23 is fixed by fitting into pressurizing piston 13, and annular lip 24 is formed at the middle part of housing 23.Poppet valve 25 is supported on a side (left side among Fig. 1) of housing 23 in the mode that can move freely along axis direction, and by the compression spring 26 that is provided with as member forced to move, poppet valve 25 is supported on the position of the terminal part of poppet valve 25 against flange 24 with the state that is urged.Load transmitter 27 as the impeller of the 5th R5 of pressure chamber that extends to housing 23 from first R1 of pressure chamber is supported in the mode that can move freely along axis direction by pressurizing piston 13, be forced to direction away from poppet valve 25 by compression spring 28, and be supported on a such position: the flange part 29 that wherein is arranged on the distal side is against pressurizing piston 13.In addition, the intercommunicating pore 30 that allows first R1 of pressure chamber and the 5th R5 of pressure chamber to communicate with each other is formed in the pressurizing piston 13.The end of load transmitter 27 protrudes in first R1 of pressure chamber.The end of input piston 12---it also is used as the open end of communication paths 21---is in the face of the terminal part of load transmitter 27.Communication paths 21 plays the effect of perforate (diameter minimizing portion).
Therefore, when operation brake pedal 14 and input piston 12 advanced, seat part 31 closely contacted with the terminal part of load transmitter 27, and this has sealed communication paths 21.When input piston 12 was advanced further, input piston 12 promoted and part 27 is transmitted in traveling load, moves poppet valve 25 via load transmitter 27.
The pressure accumulator 49 that capacity is lower than pressure accumulator 37 via antagonistic force hydraulic pressure supply pipeline 50, supply with port 51 by antagonistic force and be connected to reaction-force chamber R4.Selector valve 53 is arranged in antagonistic force hydraulic pressure discharge pipe 52, and this antagonistic force hydraulic pressure discharge pipe 52 is connected between antagonistic force hydraulic pressure supply pipeline 50 and the fluid reservoir 35.
Wheel cylinder 58FR, the 58FL, 58RR and the 58RL that are used for the actuated brake (not shown) are arranged at front-wheel FR and FL and trailing wheel RR and RL respectively, and described wheel cylinder can be activated by the ABS (anti-skid brake system) 59 as pressure-regulating device.The first hydraulic pressure transfer line 61 is connected the downstream of first linear valve 40 in the first hydraulic pressure supply pipeline 38, and the first hydraulic pressure transfer line 61 is connected to ABS 59, thereby can be with wheel cylinder 58RR and the 58RL of hydraulic pressure supply to trailing wheel RR and RL.On the other hand, the second hydraulic pressure transfer line 63 is connected to the delivery port 62 in the wall that is formed on the 3rd R3 of pressure chamber, and the second hydraulic pressure transfer line 63 is connected to ABS59, thereby can be with wheel cylinder 58FR, the 58FL of hydraulic pressure supply to front-wheel FR, FL.
In this ABS 59, the first hydraulic pressure transfer line 61 is branched into two branch lines 64 and 65.First branch line 64 is connected to the wheel cylinder 58RR of trailing wheel RR, is provided with first holding valve 66 in this pipeline.On the other hand, second holding valve 67 is arranged in second branch line 65, and this second branch line 65 is connected to the wheel cylinder 58RL of trailing wheel RL.First and second reducing valves 70 and 71 lay respectively in first and second discharge pipes 68 and 69, and described first and second discharge pipes 68 and 69 are respectively from first and second branch lines 64 and 65 bifurcateds, and are connected to the first hydraulic pressure discharge pipe 41.The second hydraulic pressure transfer line 63 is branched into two branch lines 72 and 73.The 3rd holding valve 74 is arranged in the 3rd branch line 72 of the wheel cylinder 58FR that is connected to front-wheel FR.On the other hand, the 4th holding valve 75 is arranged in the 4th branch line 73 of the wheel cylinder 58FL that is connected to front-wheel FL.Third and fourth reducing valve 78 and 79 lays respectively in third and fourth discharge pipe 76 and 77, and described third and fourth discharge pipe 76 and 77 is respectively from third and fourth branch line 72 and 73 bifurcateds, and is connected to the first hydraulic pressure discharge pipe 41.In addition, be provided with the 3rd hydraulic pressure supply pipeline 80 that is connected between the first hydraulic pressure supply pipeline 38 and the second hydraulic pressure transfer line 63, and trilinear valve 81 is arranged in the 3rd hydraulic pressure supply pipeline 80.Trilinear valve 81 is flow control electromagnetic valves, and is in closed condition (normally closed) when not powering up.
O shape ring 82 is arranged on such as in the vitals such as hydraulic actuating cylinder 11, input piston 12, pressurizing piston 13 and regulating control 22, reveals to prevent hydraulic pressure.
In the brake system according to this embodiment, electronic control unit (ECU) 91 allows braking force to be applied to front-wheel FR and FL and trailing wheel RR and RL with following process: set and the corresponding modulated pressure of operational ton (pedal stroke) (modulated pressure setting device) that is applied to input piston 12 by brake pedal 14; The modulated pressure of so setting is applied to input piston 12 and pressurizing piston 13 to produce brake fluid pressure (hydraulic supply unit); And by ABS 59 actuating wheel cylinder 58FR, 58FL, 58RR and 58RL.ABS 59 is by control holding valve 66,67,74 and 75 and the opening and close and control the brake fluid pressure that supplies to wheel cylinder 58FR, 58FL, 58RR and 58RL independently of reducing valve 70,71,78 and 79.
In this embodiment, supply to first and second R1 of pressure chamber and the R2 of input piston 12 by the modulated pressure of second linear valve, 40 settings, and be applied to input piston 12 and pressurizing piston 13 thus, thereby in the 3rd R3 of pressure chamber, produce the brake fluid pressure of waiting to supply to wheel cylinder 58FR and 58FL.In addition, the modulated pressure of being set by second linear valve 40 supplies to wheel cylinder 58RR and 58RL as brake fluid pressure.
In addition, in this embodiment, the operating effort that is applied to input piston 12 by brake pedal 14 is absorbed, and makes the thrust of input piston 12 can not be delivered to pressurizing piston 13, and this thrust can not be as the reaction force acts of operating on brake pedal 14.In this case, as mentioned above, the operating effort absorption plant comprises: the communication paths 21 that allows first R1 of pressure chamber and second R2 of pressure chamber to communicate with each other; And the predetermined space S between input piston 12 and pressurizing piston 13
0When breaking down in the electromagnetic valve, the operating effort that applies by brake pedal 14 makes input piston 12 directly promote pressurizing piston 13, and makes regulating control 22 operations to produce suitable brake fluid pressure simultaneously.
Particularly, brake pedal 14 is provided with the stroke sensor 92 of the pedal stroke Sp that is used to detect brake pedal 14 and the brake switch 93 that detects pedal depression power and correspondingly connect and cut off, thereby detected pedal stroke Sp and connection/shutoff signal are outputed to ECU 91.The first hydraulic pressure transfer line 61 and the second hydraulic pressure transfer line 63 are provided with first and second pressure sensors 94 and 95 that are used to detect brake fluid pressure.First pressure sensor 94 detects and supplies to the wheel cylinder 58RR of trailing wheel RR and RL and the brake fluid pressure Pr of 58RL via the first hydraulic pressure transfer line 61, and testing result is outputed to ECU 91.On the other hand, second pressure sensor 95 detects and supplies to the wheel cylinder 58FR of front-wheel FR and FL and the brake fluid pressure Pf of 58FL from the 3rd R3 of pressure chamber via the second hydraulic pressure transfer line 63, and testing result is outputed to ECU 91.
The 3rd pressure sensor 96 is arranged on from the first hydraulic pressure supply pipeline 38 that pressure accumulator 37 extends.The 3rd pressure sensor 96 detects the accumulator pressure Pacc of savings in pressure accumulator 37, and testing result is outputed to ECU 91.Hydraulic actuating cylinder 11 is provided with the piston stroke sensor 97 as the initial position detecting device, whether is positioned at initial position (position shown in Figure 1) to detect pressurizing piston 13.Piston stroke sensor 97 outputs to ECU 91 to the connection/shutoff signal as testing result.In addition, each among front-wheel FR and FL and trailing wheel RR and the RL all is provided with wheel speed sensors 98.Wheel speed sensors 98 outputs to ECU91 with detected wheel speed.
ECU 91 is as illustrated in fig. 2 based on setting desired output hydraulic pressure Prt by stroke sensor 92 detected pedal stroke Sp, and controls the aperture of first and second linear valves 40 and 42.Simultaneously, ECU 91 feedbacks are carried out control by first pressure sensor, 94 detected brake fluid pressure Pr, make desired output hydraulic pressure Prt and brake fluid pressure Pr be equal to each other.In this case, ECU 91 has a mapping with respect to the desired output hydraulic pressure Prt of pedal stroke Sp drafting, and based on this mapping control linear valve 40 and 42.In other words, brake fluid pressure Pr based on pedal stroke Sp and predefined between the two Function Mapping and set.Should be appreciated that brake fluid pressure Pf and brake fluid pressure Pr are almost equal, and Pr=fSp (wherein f is the function of stroke and hydraulic pressure).Initial pedal stroke Sp
0Can be predetermined stroke S hereinafter described
0, perhaps can be set as different values.
In this embodiment, used a hydraulic power source as supplying with the hydraulic power source of hydraulic pressure to master cylinder and going back as hydraulic power source from hydraulic pressure to ABS 59 that supply with.Particularly, as mentioned above, the first hydraulic pressure supply pipeline 38 that extends from pressure accumulator 37 is connected to the first supply port 39 (promptly being connected to second R2 of pressure chamber of hydraulic actuating cylinder 11), and the first hydraulic pressure supply pipeline 38 is connected to the second hydraulic pressure transfer line 63 of ABS 59 via the 3rd hydraulic pressure supply pipeline 80 with trilinear valve 81 simultaneously.Thereby, in ABS 59, when regulating or reduce brake fluid pressure Pf, according to setting the aperture of trilinear valve (flow-controlling gate) 81 and open duration via the Fluid Volume that reducing valve 78 and 79 is discharged into fluid reservoir 35 from the second hydraulic pressure transfer line 63, thereby, a certain amount of fluid turns back to the second hydraulic pressure transfer line 63 from the first hydraulic pressure supply pipeline 38 via the 3rd hydraulic pressure supply pipeline 80, to prevent the scarcity of brake fluid pressure Pf.
To the brake-power control of ECU 91 execution of the motor vehicle braking system of embodiment thus be described referring to diagram of circuit shown in Figure 3 now.As shown in Figure 3, in the step S1 of the brake-power control of being carried out by ECU 91, ECU 91 obtains the accumulator pressure Pacc that is detected by the 3rd pressure sensor 96.In step S2, judge whether the accumulator pressure Pacc that is detected by the 3rd pressure sensor 96 is equal to or greater than the predefined predetermined first accumulator pressure Pacc
1If current accumulator pressure Pacc is equal to or greater than the first accumulator pressure Pacc
1, the motor 33 of stop solution press pump 32 in step S3 then.On the other hand, if current accumulator pressure Pacc less than the first accumulator pressure Pacc
1, then judging in step S4 whether current accumulator pressure Pacc is equal to or less than the predefined predetermined second accumulator pressure Pacc
2If current accumulator pressure Pacc is equal to or less than the second accumulator pressure Pacc
2, then in step S5, drive the motor 33 of Hydraulic Pump 32.
In step S6, ECU 91 obtains the pedal stroke Sp that is detected by stroke sensor 92.Subsequently, in step S7, ECU 91 obtains brake fluid pressure Pr that is detected by first pressure sensor 94 and the brake fluid pressure Pf that is detected by second pressure sensor 95.In step S8, ECU 91 comes the output hydraulic pressure Prt of calculation expectation based on pedal stroke Sp, the default mapping of utilization.In step S9, ECU controls the aperture of first linear valve 40 and second linear valve 42 based on the desired output hydraulic pressure Prt that calculates.At this moment, ECU 91 regenerative braking hydraulic pressure Pr and carry out control, thus make desired output hydraulic pressure Prt and brake fluid pressure Pr equate.
Particularly, in the brake system of as shown in Figure 1 this embodiment, when the battery as the propulsion source setting is in normal condition and ECU 91 and can normally carries out the opening and closing operation of first linear valve 40 and second linear valve 42 and aperture control operation, in operation during brake pedal 14, operating effort makes input piston 12 advance (moving to the left side among Fig. 1).In this case, though input piston 12 advance owing between input piston 12 and pressurizing piston 13, be provided with predetermined stroke S
0So input piston 12 does not directly promote pressurizing piston 13.On the contrary, the hydraulic fluid in first R1 of pressure chamber flows into second R2 of pressure chamber via communication paths 21.Thereby input piston 12 is in free state, and does not have the antagonistic force that is applied to brake pedal 14 from first R1 of pressure chamber by input piston 12.Yet counteraction hydraulic pressure supplies to reaction-force chamber R4 from pressure accumulator 49 via antagonistic force hydraulic pressure supply pipeline 50, thereby suitable antagonistic force is applied to brake pedal 14.
When brake pedal 14 was operated in this way, input piston 12 advanced.Thus, stroke sensor 92 detects pedal stroke Sp, and ECU 91 sets the output hydraulic pressure Prt of expectation based on pedal stroke Sp.Subsequently, ECU 91 based on this desired output hydraulic pressure Prt control first linear valve 40 and second linear valve 42 aperture, certain modulated pressure is supplied to ABS 59 and certain modulated pressure is supplied to second R2 of pressure chamber via the first hydraulic pressure transfer line 61 from the first hydraulic pressure supply pipeline 38.
Thus, holding valve 66 and 67 and reducing valve 70 and 71 in after the adjustment pressure, modulated pressure supplies to ABS 59 and supplies to wheel cylinder 58RR and 58RL as brake fluid pressure Pr, thereby can be trailing wheel RR and RL generation and the cooresponding braking force of operating effort that is applied on the brake pedal 14.The modulated pressure that supplies to second R2 of pressure chamber from the first hydraulic pressure supply pipeline 38 supplies to first R1 of pressure chamber via communication paths 21, and then, certain brake fluid pressure Pf supplies to the second hydraulic pressure transfer line 63 from the 3rd R3 of pressure chamber.Thereby, holding valve 74 and 75 and reducing valve 78 and 79 in after the adjustment pressure, brake fluid pressure Pf supplies to wheel cylinder 58FR and 58FL, thereby can be that front-wheel FR and FL produce and the cooresponding braking force of operating effort that is applied on the brake pedal 14.
In this case, because the operating effort of brake pedal 14 advances and certain then modulated pressure when supplying to second R2 of pressure chamber, the pressure among first R1 of pressure chamber and second R2 of pressure chamber equates when input piston 12.Therefore, input piston 12 can not contact the load transmitter 27 of pressurizing piston 13 or regulating control 22, and keeps such state: wherein the 5th R5 of pressure chamber of the second hydraulic pressure supply pipeline 43 and regulating control 22 separates each other by poppet valve 25.In case move under input piston 12 and the pressurizing piston 13 betweens situation separated by a certain interval and first and second discharge port 54 and 56 are cut off each other, then the 3rd R3 of pressure chamber mobile and pressurized owing to pressurizing piston 13.In this way during balance, brake fluid pressure Pr in the corresponding hydraulic pressure transfer line 61 and 63 and Pf become and roughly are equal to each other owing to supply to the modulated pressure of first R1 of pressure chamber when the hydraulic pressure among the first and the 3rd R1 of pressure chamber and the R3.
For this embodiment, the area of first pressure surface of input piston 12 (skin area of its terminal part) is set as the area (skin area of its terminal part) less than second pressure surface of pressurizing piston 13, thereby obtains certain servo ratio.For the maximum hydraulic pressure that supplies to the 5th R5 of pressure chamber of regulating control 22 from first R1 of pressure chamber when maximum control presssure supplies to first R1 of pressure chamber via linear valve 40 and 42 can not opened poppet valve 25, the power of urging of compression spring 26 is set for and is made that the power of urging satisfies following formula:
(leak free area in the poppet valve) * (the maximum modulated pressure of linear valve)＜(power that urges of compression spring 26)
Be controlled to be enough hydraulic pressure by master cylinder and ABS 59 and supply to corresponding wheel cylinder 58RR, 58RL, 58FR and 58FL, produce under the situation of certain braking force at brake fluid pressure Pr and Pf with in front-wheel FR and FL and trailing wheel RR and RL each, when by utilizing ABS 59 to open and close reducing valves 78 and 79 when reducing brake fluid pressure Pf, hydraulic pressure in the second hydraulic pressure transfer line 63 is discharged into fluid reservoir 35 by reducing valve 78 and 79, and this causes the hydraulic fluid scarcity in the second hydraulic pressure transfer line 63.For this reason, in this embodiment, according to the aperture of controlling trilinear valve 81 from the second hydraulic pressure transfer line, 63 fluid discharged amounts and open duration, make a certain amount of fluid turn back to the second hydraulic pressure transfer line 63 via the 3rd hydraulic pressure supply pipeline 80 from the first hydraulic pressure supply pipeline 38.
For the Returning fluid amount of the treating control that the motor vehicle braking system by first embodiment is as shown in Figure 4 carried out, in step S11, detect pressing down of brake pedal 14 based on connection signal from brake switch 93.If judge the connection signal that has received from brake switch 93, then be that front-wheel FR and FL estimation are waited to discharge to reduce the Fluid Volume Qrfr and the Qrfl (the discharge stream scale of construction) of pressure in step S12 and S13.For the program of as shown in Figure 5 the estimation discharge stream scale of construction, in step S31, read the required duration Ta of pressure boost and reduce the required duration Tr of pressure, and in step S32, by adopting mapping shown in Figure 6, according to waiting that the relational expression of supplying with between the required duration Ta of Fluid Volume Qa, the pressure boost of pressure boost, brake fluid pressure Pf and the pressure of wheel braking cylinder Pwc estimates pressure of wheel braking cylinder Pwc.Particularly, for wheel cylinder 58FR and 58FL, calculate the Fluid Volume Qa that waits to supply with pressure boost by the required duration Ta of pressure boost and the diameter of the second hydraulic pressure transfer line 63, wherein this duration Ta calculates by the duration of opening of holding valve 74 and 75, and (Fig. 6) estimates pressure of wheel braking cylinder Pwc according to chart, in Fig. 6, represented time per unit wait supply with pressure differential relation between the Fluid Volume Qa/Ta of pressure boost and brake fluid pressure Pf and the pressure of wheel braking cylinder Pwc.
Subsequently, in step S33,, wait to discharge to reduce the Fluid Volume Qr of pressure according to waiting to discharge with the Fluid Volume Qr, the reduction pressure that reduce pressure required duration Tr and the relational expression estimation between the pressure of wheel braking cylinder Pwc by adopting mapping shown in Figure 7.Particularly, for wheel cylinder 58FR and 58FL, estimate according to chart (Fig. 7) and to wait to discharge to reduce the Fluid Volume Qr of pressure, in Fig. 7, represented time per unit wait discharge with the Fluid Volume Qr/Tr that reduces pressure and the relation between the pressure of wheel braking cylinder Pwc.
Get back to diagram of circuit shown in Figure 4, in step S14, wait the Fluid Volume Qrfr and the Qrfl that discharge to reduce pressure that are used for front-wheel FR and FL that are estimated by accumulative total calculate the total Fluid Volume Qr that waits to discharge with reduction pressure.In step S15, multiply by the Returning fluid coefficient of discharge with the Fluid Volume Qr that reduces pressure and set required flow rate Qap by waiting to discharge, this Returning fluid coefficient of discharge is 1.3 in the present embodiment.In step S16, judge the aperture of trilinear valve 81 by Fig. 8 and mapping shown in Figure 9.Particularly, judge every according to the pressure reduction between accumulator pressure Pacc and the brake fluid pressure Pf based on chart shown in Figure 8 with reference to the required linear valve aperture of flow rate, and whenever multiply by required flow rate Qap, thereby calculate the aperture of trilinear valve 81 with reference to the required linear valve aperture of flow rate.Set the linear valve electric current I based on chart shown in Figure 9.
In step 17, drive trilinear valve 81 according to the linear valve electric current I of setting.Thus, according to the aperture of trilinear valve 81, and turn back to second hydraulic pressure transfer line 63 from the first hydraulic pressure supply pipeline 38 via the 3rd hydraulic pressure supply pipeline 80 by the Fluid Volume amount of hydraulic fluid about equally that reducing valve 78 and 79 is discharged into fluid reservoir 35 from the second hydraulic pressure transfer line 63 at ABS 59 control periods.Among step S18s, by the connection signal that come from piston stroke sensor 97 judge whether pressurizing piston 13 turned back to initial position thereafter.If pressurizing piston 13 does not also turn back to initial position, whether the variable quantity of then judging brake fluid pressure Pf is greater than a certain predetermined value, judge promptly after near the position of brake fluid pressure Pf pressurizing piston 13 turns back to initial position whether---this makes first and second discharge port 54 and 56 communicate with each other---descends, and, thus, in step S19, the hydraulic fluid among the 3rd R3 of pressure chamber is discharged into fluid reservoir 35 via the second hydraulic pressure discharge pipe 57.If the variable quantity of brake fluid pressure Pf less than this predetermined value, is then kept the aperture of trilinear valve 81.
On the other hand, be under on-state and the ABS 59 in check situations at brake switch 93, if in step S18, turn back to initial position according to connection signal judgement pressurizing piston 13 from piston stroke sensor 97, the variable quantity of perhaps judging brake fluid pressure Pf in step S19 is higher than predetermined value, then the aperture of trilinear valve 81 is made as 0, promptly closes trilinear valve 81 in step S20.Thereafter, in step S21, the piston initial position arrives at status indicator and is made as 1, and the Returning fluid coefficient of discharge changes over 1.0.If brake switch 93 cuts off, then in step S22, the aperture of trilinear valve 81 is made as 0, and in step S23, the piston initial position arrives at status indicator and is made as 0, and the Returning fluid coefficient of discharge changes over 1.3.
For this embodiment, basis judges from the connection signal of piston stroke sensor 97 whether pressurizing piston 13 has returned initial position in step S18, and judges according to the variable quantity of brake fluid pressure Pf whether pressurizing piston 13 has returned initial position in step S19.Yet, can between hydraulic actuating cylinder 11 and pressurizing piston 13, electromagnetic switch be set, and can be according to judging from the connection signal of this electromagnetic switch whether pressurizing piston 13 has turned back to initial position.
Simultaneously, in the motor vehicle braking system of this embodiment, if battery electric quantity is low or do not work and therefore ECU 91 can not carry out the opening and closing operation and the aperture control operation of first and second linear valves 40 and 42, then first linear valve 40 remains on closed condition, and second linear valve 42 remains on open mode.In this case, when operation brake pedal 14, though operating effort makes input piston 12 advance, input piston 12 can directly not promote pressurizing piston 13, because be provided with predetermined stroke S between input piston 12 and pressurizing piston 13
0On the contrary, situation as indicated above, the hydraulic fluid in first R1 of pressure chamber flows into second R2 of pressure chamber via communication paths 21.Hydraulic pressure in second R2 of pressure chamber is supplied with port 39 from first and is released into fluid reservoir 35 via the first hydraulic pressure discharge pipe 41, and this makes input piston 12 to move, up to the load transmitter 27 of input piston 12 contact pressurizing piston 13 or regulating control 22.
In case input piston 12 has moved stroke S
0, and the load transmitter 27 of its terminal part contact regulating control 22, the terminal part closed contact of seat part 31 and load transmitter 27 then, thus close communication paths 21, and the connection between first R1 of pressure chamber and the fluid reservoir 35 is cut off.When input piston 12 was advanced further, input piston 12 promoted and part 27 is transmitted in traveling load, thereby promoted and mobile poppet valve 25 via load transmitter 27, thereby made the second hydraulic pressure supply pipeline 43 and the 5th R5 of pressure chamber communicate with each other.Thus, the hydraulic pressure of pressure accumulator 37 is supplied with port 44, first gap 45, first communications ports 47, second gap 46, second communications ports 48 and poppet valve 25 from the second hydraulic pressure supply pipeline 43 via second and is supplied to the 5th R5 of pressure chamber, and further supplies to first R1 of pressure chamber by intercommunicating pore 30.
Thereby, when input piston 12 and pressurizing piston 13 are advanced when abutting against each other, the hydraulic pressure supply of pressure accumulator 37 is to first R1 of pressure chamber, thereby pressurizing piston 13 is owing to the pressure reduction between the forward and backward side of pressurizing piston 13 advance (sliding into the left side among Fig. 1).When pressurizing piston 13 was so advanced, the 3rd R3 of pressure chamber was pressurized, thereby certain brake fluid pressure Pf supplies to the second hydraulic pressure transfer line 63 from the 3rd R3 of pressure chamber.Then, brake fluid pressure Pf supplies to wheel cylinder 58FR and 58FL via ABS 59.Thus, can be to front-wheel FR and FL and trailing wheel RR and RL generation and the corresponding braking force of operating effort that acts on the brake pedal 14.
When brake pedal 14 no longer presses down, be that brake pedal 14 is when remaining in constant position, load transmitter 27 stops to promote poppet valve 25 by load transmitter 27, and the second hydraulic pressure supply pipeline 43 and the 5th R5 of pressure chamber separate each other, the seat part 31 of while input piston 12 is against load transmitter 27, so communication paths 21 is closed.Thereby first R1 of pressure chamber and the 3rd R3 of pressure chamber close, and therefore can keep being transported to the brake fluid pressure Pf of ABS 59.
When brake pedal 14 discharged, the seat part 31 of input piston 12 was left load transmitter 27, and communication paths 21 is opened.Thus, the hydraulic pressure of first R1 of pressure chamber is released into second R2 of pressure chamber via intercommunicating pore 21, and is released into fluid reservoir 35 via the first supply port 39 and the first hydraulic pressure discharge pipe 41.Simultaneously, when brake pedal 14 discharges, input piston 12 travelling backwards, and pressurizing piston 13 is because the power that the urges travelling backwards of spring 20 forced to move.Thus, the hydraulic pressure in the 3rd R3 of pressure chamber is released into fluid reservoir 35 via second discharge port 54 and the second hydraulic pressure discharge pipe 57.Thereby, can reduce the brake fluid pressure Pf that waits to be transported to ABS 59 by the hydraulic pressure that reduces in the first and the 3rd R1 of pressure chamber and the R3.
As mentioned above, for the motor vehicle braking system of first embodiment, input piston 12 and pressurizing piston 13 are supported in the hydraulic actuating cylinder 11 in the mode that can move freely, and can promote pressurizing piston 13 via input piston 12.Brake pedal 14 is coupled to input piston 12.Longitudinally R1 of pressure chamber and the R2 that arranges in contiguous input piston 12 can communicate with each other by communication paths 21.Thus, motor vehicle braking system is designed so that can supply to second R2 of pressure chamber via first and second linear valves 40 and 42 with the corresponding modulated pressure of the operational ton of brake pedal 14, and by utilizing this modulated pressure and supplying to wheel cylinder 58FR, 58FL, 58RR and 58RL by the mobile modulated pressure that causes of pressurizing piston 13.
Thereby, ECU 91 sets and the cooresponding desired output hydraulic pressure of pedal stroke Sp Prt, and modulated pressure is supplied to first R1 of pressure chamber according to desired output hydraulic pressure Prt, thereby certain brake fluid pressure Pr is supplied to the first hydraulic pressure transfer line 61, and certain brake fluid pressure Pf is supplied to the second hydraulic pressure transfer line 63 from the 3rd R3 of pressure chamber.Thereby ECU 91 supplies to wheel cylinder 58FR, 58FL, 58RR and 58RL via ABS59 with brake fluid pressure Pr and Pf.Thus, can be front-wheel FR and FL and trailing wheel RR and RL generation and the corresponding suitable braking force of operating effort that is applied on the brake pedal 14.
In the motor vehicle braking system of this embodiment, used a hydraulic power source as hydraulic power source from hydraulic pressure to master cylinder that supply with and as hydraulic power source from hydraulic pressure to ABS 59 that supply with.Particularly, the first hydraulic pressure supply pipeline 38 that extends from pressure accumulator 37 is connected to the first supply port 39 (promptly being connected to second R2 of pressure chamber), and the first hydraulic pressure supply pipeline 38 is connected to the second hydraulic pressure transfer line 63 of ABS 59 via the 3rd hydraulic pressure supply pipeline 80 with trilinear valve 81 simultaneously.Thereby, in ABS 59, when reducing brake fluid pressure Pf, according to setting the aperture of trilinear valve 81 and open duration via the Fluid Volume that reducing valve 78 and 79 is discharged into fluid reservoir 35 from the second hydraulic pressure transfer line 63, make and a certain amount of fluid can be turned back to the second hydraulic pressure transfer line 63 from the first hydraulic pressure supply pipeline 38 via the 3rd hydraulic pressure supply pipeline 80, to prevent the scarcity of brake fluid pressure Pf.
Thus, thus can come the hydraulic power source simplified structure of the hydraulic power source of shared master cylinder and ABS 59 and reduce manufacturing cost as hydraulic power source by utilizing Hydraulic Pump 32 and pressure accumulator 37.In addition, can guarantee that suitable braking force is to carry out the control of pinpoint accuracy to braking force.
In this embodiment, by the estimation that adds up be used for waiting to discharge to calculate and waiting to discharge reducing total Fluid Volume Qr of pressure of front-wheel FR and FL with the Fluid Volume Qrfr that reduces pressure and Qrfl, and multiply by the Returning fluid coefficient of discharge with the Fluid Volume Qr that reduces pressure and set required flow rate Qap by waiting to discharge.Therefore, by this Returning fluid coefficient of discharge being set as one, can guarantee enough required flow rate Qap and guarantee suitable brake fluid pressure Pf greater than 1 value.
In addition, in this embodiment, according to utilize ABS 59 to increase and reduce pressure institute respectively the brake fluid pressure Pf estimation of the duration Ta of needs and duration Tr and ABS wait to discharge reducing the Fluid Volume Qr of pressure, thereby accuracy rate that can be high is set and is waited to discharge with the cooresponding required flow rate Qap of Fluid Volume Qr of reduction pressure and guarantee suitable brake fluid pressure Pf.
In this embodiment, operating effort absorption plant of the present invention comprises: the communication paths 21 and the predetermined space S between input piston 12 and pressurizing piston 13 that allow first R1 of pressure chamber and second R2 of pressure chamber to communicate with each other
0Thereby, can stop the change that is applied to the antagonistic force on the brake pedal 14 with simple structure.In addition, by forming seat part 31, communication paths 21 is provided with reduced diameter portion, thereby can produce thrust by this reduced diameter portion when input piston 12 advances.
(second embodiment)
The diagram of circuit of Figure 10 illustrates the Returning fluid amount of the treating control of being carried out by the motor vehicle braking system of foundation second embodiment of the invention.The chart of Figure 11 is used for judging according to the operational ton of brake pedal the driving of trilinear valve.The chart of Figure 12 is used for judging according to the retardation of brake fluid pressure the driving of trilinear valve.The unitary construction of the motor vehicle braking system of second embodiment and first embodiment are roughly the same, therefore will be described referring to Fig. 1.The member identical with the member function of describing in first embodiment is endowed identical mark, and will omit the description to it.
For the brake system of second embodiment, as shown in figs. 1 and 10, in step S41, judge the connection signal that whether has received from brake switch 93, if and judged the connection signal that has received from brake switch 93, would judge in step S42 that then whether ABS is just controlled.If just controlled, then being front-wheel FR and FL estimation, ABS 59 waits to discharge to reduce the Fluid Volume Qrfr and the Qrfl (the discharge stream scale of construction) of pressure.The program and above-mentioned first embodiment of the estimation discharge stream scale of construction are similar, and will omit the description to it.
Subsequently, in step S44, wait the Fluid Volume Qrfr and the Qrfl that discharge to reduce pressure that are used for front-wheel FR and FL that are estimated by accumulative total calculate the total Fluid Volume Qr that waits to discharge with reduction pressure.In step S45, multiply by the Returning fluid coefficient of discharge with the Fluid Volume Qr that reduces pressure and set required flow rate Qap by waiting to discharge, this Returning fluid coefficient of discharge is 1.0 in the present embodiment.In step S46, judge the aperture of trilinear valve 81.Judge identical in method and above-mentioned first embodiment of aperture of trilinear valve 81, and will omit description it.In case trilinear valve 81 is driven or opens in step S47, then according to the aperture of trilinear valve 81, and turn back to second hydraulic pressure transfer line 63 from the first hydraulic pressure supply pipeline 38 via the 3rd hydraulic pressure supply pipeline 80 by the Fluid Volume amount of hydraulic fluid about equally that reducing valve 78 and 79 is discharged into fluid reservoir 35 from the second hydraulic pressure transfer line 63 at ABS 59 control periods.
Subsequently, in step 48, detect the pressure of waiting to supply to master cylinder, i.e. brake fluid pressure Pr by first pressure sensor 94.In step S49, detect the pressure that increases by master cylinder, i.e. brake fluid pressure Pf by second pressure sensor 95.In step S50, calculate the currency Pr (n) of brake fluid pressure Pr and the poor DPr (n) between the preceding value Pr (n-1), and calculate the currency Pf (n) of brake fluid pressure Pf and the poor DPf (n) between the preceding value Pf (n-1).Subsequently, in step S51, judge that whether described poor DPr (n) and coefficient C1 (0.7) multiply each other the back value that obtains greater than described poor DPf (n), judge promptly whether the variable quantity of brake fluid pressure Pf is little.In step S52, judge that difference between described poor DPr (n) and difference DPf (n) whether greater than predetermined value DP1, judges promptly whether the value of brake fluid pressure Pf is little.
In above-mentioned steps S51, if judge that the value that obtains after described poor DPr (n) and coefficient C1 multiply each other is greater than described poor DPf (n), if perhaps the difference between judgement described poor DPr (n) and the difference DPf (n) is then touched end sign with stroke and is made as 1 greater than predetermined value DP1 in step S53 in step S52.On the other hand, if the value that described poor DPr (n) obtains after multiplying each other with coefficient C1 is not more than described poor DPf (n), if and judged that in step S52 described poor DPr (n) and difference between the difference DPf (n) are not more than predetermined value DP1, then stroke would touch the end and identifies and constantly remain 0.In step S54, judge that stroke touches whether end sign is 1.If judge that stroke touches the end and is designated 1, then in step S55, drive or open trilinear valve 81, and will from the currency Pf (n) of detected brake fluid pressure Pf, deduct value that hydraulic pressure hysteresis Ph obtained output hydraulic pressure Pft (n) as expectation.On the other hand,, then stop to drive trilinear valve 81, promptly in step S57, close trilinear valve 81 if judge that in step S54 it is not 1 that stroke touches end sign.
Particularly, if the result of determination in step S51 or S52 is a "Yes", then there is such possibility: because reducing, the pressure (brake fluid pressure Pf) in the second hydraulic pressure transfer line 63 caused touching at the end, and the pressure that can not raise fully by the pressure control control of carrying out by ABS 59.For this reason, in step S53, stroke touches end sign and is made as 1, and trilinear valve 81 is opened, and makes that the in shortage corresponding hydraulic fluid in the quantity and the second hydraulic pressure transfer line 63 supplies to the second hydraulic pressure transfer line 63 via trilinear valve 81 by the first hydraulic pressure supply pipeline 38 and the 3rd hydraulic pressure supply pipeline 80.In addition, in this case, by considering hydraulic pressure hysteresis Ph desired output hydraulic pressure Pft (n) is made as lowly, has avoided pressurizing piston 13 after relevant judgement of whether touching the end, to swing.
Subsequently, in step S58, judge the differential value of desired output hydraulic pressure Pft (n) from mapping shown in Figure 11, that is, whether its rate of change is greater than the absolute value of predetermined value 1.Whether in other words, detect brake pedal 14 in this step is operated suddenly because of emergency braking.If judge the absolute value of the rate of change of desired output hydraulic pressure Pft (n) greater than predetermined value 1 in this step S58, then in step S59, whether the deviate Δ Pf that judges brake fluid pressure Pf from mapping shown in Figure 12 is greater than the absolute value of predetermined value 2.Setting desired output hydraulic pressure Pft (n) afterwards, control actual brake fluid pressure Pf (retardation=deviate Δ Pf) with certain delay.Owing to further delay may take place some reasons.For this reason, the deviate Δ Pf that in this step, judges brake fluid pressure Pf whether greater than with the absolute value of the corresponding predetermined value 2 of certain delay.
Therefore, if in step S58, judge the absolute value of the rate of change of desired output hydraulic pressure Pft (n) greater than predetermined value 1, if and in step S59, judge the absolute value of the deviate Δ Pf of brake fluid pressure Pf greater than predetermined value 2, then in step S60 by driving or opening trilinear valve 81, make the in shortage corresponding hydraulic fluid in the quantity and the second hydraulic pressure transfer line 63 supply to the second hydraulic pressure transfer line 63 by the first hydraulic pressure supply pipeline 38 and the 3rd hydraulic pressure supply pipeline 80 via trilinear valve 81.On the other hand, be not more than the absolute value of predetermined value 1 if in step S58, judge the rate of change of desired output hydraulic pressure Pft (n), be not more than the absolute value of predetermined value 2 if perhaps in step S59, judge the deviate Δ Pf of brake fluid pressure Pf, then in the second hydraulic pressure transfer line 63, do not have the deficiency of hydraulic fluid.Therefore, stop to drive trilinear valve 81, promptly close trilinear valve 81 to stop by the 3rd hydraulic pressure supply pipeline 80 hydraulic fluid being supplied to the second hydraulic pressure transfer line 63 from the first hydraulic pressure supply pipeline 38 via trilinear valve 81.
Simultaneously, if in step S41, close brake switch 93, then in step S62, stroke is touched end sign and be made as 0, and control finishes.
As mentioned above, in the motor vehicle braking system of second embodiment, be connected to the first supply port 39 of hydraulic actuating cylinder 11 from the first hydraulic pressure supply pipeline 38 of pressure accumulator 37 extensions, and be connected to the second hydraulic pressure transfer line 63 of ABS 59 via the 3rd hydraulic pressure supply pipeline 80, and trilinear valve 81 is arranged in the 3rd hydraulic pressure supply pipeline 80.When controlling ABS 59, by relatively brake fluid pressure Pr (modulated pressure) and brake fluid pressure Pf judge whether pressurizing piston 13 is touched at the end.Even judge and taken place to touch at the end, also can be by opening trilinear valve 81, a certain amount of hydraulic fluid being supplied to the scarcity that the second hydraulic pressure transfer line 63 prevents brake fluid pressure Pf from the first hydraulic pressure supply pipeline 38 via the 3rd hydraulic pressure supply pipeline 80.In addition, in this case, by considering hydraulic pressure hysteresis Ph desired output hydraulic pressure Pft (n) is made as lowly, can prevents that pressurizing piston 13 from swinging after touching the end judging.
In addition, if judge the absolute value of the rate of change of desired output hydraulic pressure Pft (n) greater than predetermined value 1, then the motor vehicle braking system of this embodiment judgement navigating mate is suddenly operated brake pedal 14 because of emergency braking, and by opening trilinear valve 81, via the 3rd hydraulic pressure supply pipeline 80 a certain amount of hydraulic fluid being supplied to the second hydraulic pressure transfer line 63 from the first hydraulic pressure supply pipeline 38.Thereby, can prevent brake fluid pressure Pf scarcity during emergency braking.
Though, in each embodiment of above-mentioned motor vehicle braking system, after trilinear valve 81 is opened, according to judging from the connection signal of piston stroke sensor 97 and the change amount of brake fluid pressure Pf whether pressurizing piston 13 turns back to initial position, and close trilinear valve 81 then, but control method is not limited in this.For example, can set the aperture of trilinear valve 81 and open duration corresponding to required amount of hydraulic fluid, and can close trilinear valve 81 by timer.Alternately, can after the control end of ABS 59, close trilinear valve 81.
In the motor vehicle braking system of each embodiment, for example according to use ABS 59 increase and reduce pressure institute respectively the brake fluid pressure Pf estimation of the duration Ta of needs and duration Tr and ABS wait to discharge Fluid Volume Qr with reduction pressure.Yet, also can wait to discharge to reduce the Fluid Volume Qr of pressure according to the stroke estimation of pressurizing piston 13.
As mentioned above, by according to motor vehicle braking system of the present invention, can share hydraulic power source, and can guarantee required amount of hydraulic fluid to be supplied with, thereby can carry out the control of pinpoint accuracy braking force.Therefore, be applicable to the brake system of any type according to motor vehicle braking system of the present invention.
Claims (1)
1. motor vehicle braking system is characterized in that comprising:
Hydraulic actuating cylinder (11);
Input piston (12), it is supported in the described hydraulic actuating cylinder (11) in the mode that can axially move freely;
Operating unit (14), it is connected to described input piston (12);
Pressurizing piston (13), itself and described input piston (12) are provided with coaxially and are supported in the described hydraulic actuating cylinder (11) in the mode that can axially move freely, and wherein said pressurizing piston (13) can be promoted by described input piston (12);
Modulated pressure setting device (91), it is used for setting and the corresponding modulated pressure of operational ton that puts on described input piston (12) by described operating unit (14);
Hydraulic supply unit (40,42), it is used for producing brake fluid pressure by supplying to described pressurizing piston (13) by the modulated pressure that described modulated pressure setting device (91) is set;
Pressure-regulating device (59,91), it can regulate the brake fluid pressure that is used for each wheel, and wherein said brake fluid pressure is produced by described hydraulic supply unit (40,42);
Hydraulic power source (32,33,37), it is connected to described hydraulic supply unit (40,42) and described pressure-regulating device (59,91); And
The operating effort absorption plant (21, S
0), described operating effort absorption plant is used for absorbing the operating effort that puts on described input piston (12) by described operating unit (14),
Wherein
Described hydraulic supply unit (40,42) supplies to described modulated pressure along the moving direction of described input piston (12) and is arranged on first pressure chamber (R1) of described input piston (12) one sides or is arranged on second pressure chamber (R2) of described input piston (12) opposite side, and
Described operating effort absorption plant (21, S
0) have and be arranged at described input piston (12), and can between described first pressure chamber (R1) and described second pressure chamber (R2), supply with and the communication paths (21) of release of hydraulic fluid.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP022637/2006 | 2006-01-31 | ||
| JP2006022637A JP4186991B2 (en) | 2006-01-31 | 2006-01-31 | Braking device for vehicle |
| PCT/IB2007/000148 WO2007088433A2 (en) | 2006-01-31 | 2007-01-23 | Vehicular brake system |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201110193779.XA Division CN102328644B (en) | 2006-01-31 | 2007-01-23 | Vehicular brake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101341056A CN101341056A (en) | 2009-01-07 |
| CN101341056B true CN101341056B (en) | 2011-12-28 |
Family
ID=38222171
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2007800007884A Expired - Fee Related CN101341056B (en) | 2006-01-31 | 2007-01-23 | Vehicular brake system |
| CN201110193779.XA Expired - Fee Related CN102328644B (en) | 2006-01-31 | 2007-01-23 | Vehicular brake system |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201110193779.XA Expired - Fee Related CN102328644B (en) | 2006-01-31 | 2007-01-23 | Vehicular brake system |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US8376473B2 (en) |
| EP (2) | EP2223832B1 (en) |
| JP (1) | JP4186991B2 (en) |
| KR (1) | KR100952091B1 (en) |
| CN (2) | CN101341056B (en) |
| DE (1) | DE602007012050D1 (en) |
| WO (1) | WO2007088433A2 (en) |
Families Citing this family (23)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4974766B2 (en) * | 2007-05-30 | 2012-07-11 | 本田技研工業株式会社 | Brake hydraulic pressure control device for vehicles |
| JP4849054B2 (en) * | 2007-10-30 | 2011-12-28 | トヨタ自動車株式会社 | Braking device for vehicle |
| JP5250379B2 (en) * | 2008-10-14 | 2013-07-31 | 日立オートモティブシステムズ株式会社 | Brake control device |
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Also Published As
| Publication number | Publication date |
|---|---|
| EP1979212B1 (en) | 2011-01-19 |
| EP2223832B1 (en) | 2011-09-21 |
| US20080210499A1 (en) | 2008-09-04 |
| EP1979212A2 (en) | 2008-10-15 |
| EP2223832A1 (en) | 2010-09-01 |
| WO2007088433A2 (en) | 2007-08-09 |
| JP4186991B2 (en) | 2008-11-26 |
| US8376473B2 (en) | 2013-02-19 |
| CN102328644A (en) | 2012-01-25 |
| CN102328644B (en) | 2014-05-14 |
| JP2007203804A (en) | 2007-08-16 |
| KR100952091B1 (en) | 2010-04-13 |
| CN101341056A (en) | 2009-01-07 |
| DE602007012050D1 (en) | 2011-03-03 |
| KR20080026202A (en) | 2008-03-24 |
| WO2007088433A9 (en) | 2007-12-06 |
| WO2007088433A3 (en) | 2007-10-25 |
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